Single lever engine and transmission control



H. EIERMANN Jan. 14, 1964 SINGLE LEVER ENGINE AND TRANSMISSION CONTROL 5Sheets-Sheet 1 Filed Dec. 6, 1961 NE U TRA L INVENTOR ATTORNEY N M 3 W EM w R 7 m a l w H X s 4 4 F I a s I a. 01K 9 2 n m z 3 i.

Jan. 14, 1964 H. EIERMANN 3,117,465

SINGLE LEVER ENGINE AND TRANSMISSION CONTROL Filed Dec. 6, 1961 3Sheets-Sheet 2 INVENTOR HENRY f/E/WA NM ATTORNEY Jan. 14, 1964 H.EIERMANN SINGLE LEVER ENGINE AND TRANSMISSION CONTROL 3 Sheets-Sheet 3Filed Dec. 6, 1961 I 26 g ,-5- INVENTOR fiE/WFYEIERMAN/V United StatesPatent 3,117,465 SHNGLE LEVER ENGHNE AND TRANSMISSION CQNTROL HenryEierrnann, Monarch Engineering & Mfg. (10., 1nc., 2723 N. Adams St, Box416, Peoria, llll. Filed Dec. 6, 1961, Ser. No. 157,466 3 Claims. (Cl.74-472) This invention relates to a novel single lever remote operatingcontrol for throttle and transmission synchronization particularlyadapted to, but not restricted to, use on outboard marine craft.

In the art of marine motor control it is well known to provide amechanism having a unitary control member which will in sequence firstengage the selected direction of transmission drive, and subsequentlyprogressively open the engine throttle in response to furtherdisplacement of this unitary control member in either of its selecteddirections away from a neutral position.

One of the objectives in such devices is to devise a structure forachieving such a synchronized dual control function so that it can bemanufactured with a minimum of parts and labor, while at the same timeproviding a rugged, seaworthy product easy to install and fool proofunder all operating conditions.

Another object is to allow free manual control of the throttle forstarting and warm up sequences while the transmission is in its neutralstate, while providing the capability of positively yielding thethrottle control to the unitary control lever when it is moved away fromneutral.

Such a control system should also assure that the engine is in an idlingthrottle state at any time that the transition between neutral andeither the forward or reverse states of the transmission is takingplace, so that the gearing will not be damaged, or the boat rendered outof control by gear engagement at high engine speeds.

The present invention achieves these objectives by a unique combinationof elements in which the interaction of arcuately and linearlyconstrained members substantially simplifies the device as hereinafterdetailed.

It is the principal object of the invention to provide a simple andreliable unitary engine control which will couple the transmission shiftand throttle in the proper sequence and amplitude wlnle permitting freethrottle manipulation when the unitary control is in neutral.

t is another object of the invention to provide a rugged single leverengine control which has a minimum number of parts for ease ofmanufacture and maintenance.

it is still another object of the invention to provide a unitary enginecontrol rotor which has coded into its contour the sequentialinformation necessary to coordinate the operation of the transmission,the engine throttle, and the disablement of the auxiliary manualthrottle control junction.

For other objects, and for a better understanding of the invention,reference may be had to the following detailed description taken inconnection with the accompanying drawing, in which:

FIGURE 1 is a perspective view of atypical installation of the controldevice in an outboard motorboat showing the flexible Bowden wire linkageconnecting the control unit with the throttle and gear shift controls onthe outboard engine,

' FIG. 2 is an exterior view of the control unit showing the unitarycontrol handle in the neutral position and the auxiliary throttlecontrol handle in its mid-position,

FIG. 3 is a vertical transverse sectional view of the control unit takenon line 3-3 of FIG. 2,

FIG. 4 is a vertical transverse sectional view of the control unit takenon line 44 of FIG. 2,

amass ice FIG. 5 is a fragmentary sectional view of the control unittaken on line 55 of FIG. 2, at right angles to the section 33 to showthe handle keyway,

FIG. 6 is a horizontal fragmentary sectional view of the control unittaken on line 66 of FIG. 3 to show the gear shift detent mechanism,

FIG. 7 is a horizontal fragmentary sectional view of the control unittaken on line 77 of FIG. 3 to show the throttle detenting mechanism,

FIG. 8 is a view taken on plane 8-8 of FIG. 3 with the cover shell 10removed, unitary control lever 1 being in the neutral position andauxiliary manual throttle stud 4 being in its mid-position as in astarting operation,

FIG. 9 is a view similar to that of FIG. 8, but with lever 1 in neutralwhile throttle stud 4 is in the low throttle or idling position andstill under manual control,

FIG. 10 is a view similar to that of FIG. 8, but with lever 1 in anadvanced position in which the transmission has completed its shift intothe forward gearing state while throttle slide 26 is still in its idlingposition and under control of lever 1,

FIG. 11 is a view similar to that of FIG. 8, but with lever 1 in thefull speed forward position in which throttle slide 26 is in its fullopen throttle position,

FIG. 12 is a view similar to that of FIG. 8, but with lever 1 in aretarded position corresponding to the reverse gearing state in whichthrottle slide 26 is under control of lever 1 and is in the idlingposition, and

PEG. 13 is a view similar to that of FIG. 8 but with lever 1 and slide26 in the positions corresponding to full speed reverse.

Referring now to FIGS. 3 and 8 of the drawings, it may be seen that thepreferred form of the invention is constructed within a split casing,preferably of die cast aluminum, consisting of front casing 3 and rearcasing 10, between which the major components of the mechanism areeither journalled or slidably guided. Casings 3 and 10 are securedtogether by the machine screws 31, which pass through casing 10 and aretapped into casing 3.

In FIG. 1, the main unitary control lever 1 and its handle 2 securedthereto may be seen protruding from the casing 3 which is secured to aside of boat 8 by screws 34 at a location convenient to the steeringgear 63. The coordinated control actions imposed by lever 1 or by theslidable auxiliary manual throttle stud or lever 4 with its handle h,are transmitted to the remote outboard motor 7 by the flexible Bowdenpush-pull wire guide sheaths 5 and 6 for controlling the gear shift andthrottle, respectively.

Returning to FEGS. 3, 5 and 8, it may be seen that the unitary controllever 1 with its integral hub 11 is separably secured to the centralcontrol rotor shaft 14 by means of axial screw 12 and the keyway 13.Shaft 14 is journalled between casings 3 and 1t) and is secured to thecontrol rotor 16 by means of pin 15. Rotor 16 is provided with anintegral front rotor flange 18, and an integral rear rotor flange 17.

The actuating pins 44, 45, 46 and 64 are secured between rotor flanges17 and 18 to cooperate with movable members 20, 26, and 32 as describedbelow.

The gear shift actuating slide 20 is provided with integral flangeswhich slidably engage groove 54 in casing 3 on one side and groove 54'in casing 10 on the opposite side. The push-pull gear shift control wire24 is secured to slide 20 by set screws 6ft, whence it passes throughflexible sheath 5 to the engines gear shift lever 34, to which it ispivotally secured by the stud 38, so that the linear displacement ofslide 28 results in the angular positioning of gear shift transmissionshaft 39. Sheath 5 is secured to casings 3 and 10 by collar 56.

Similarly, the throttle actuating slide 26 is provided with integralflanges which slidably engage groove 55 in casing 3 on one side, andgroove 55' in casing lit on the opposite side. The push-pull throttlecontrol wire 25 is secured to slide 26 by set screw '61, whence itpasses through flexible guide sheath 6 to the engines throttle lever 35,to which it is pivotally secured by the stud 37, so that lineardisplacement of slide 26 results in the angular positioning of throttleshaft 46. The engine throttle lever 35 is provided with an idlingadjustment stop screw 36. Sheath 6 is secured to casing 3 and it) bycollar 57.

Gear slide 2% is provided with a detent system shown in FIGS. 3 and 6.Ball 21 urged by spring 22 and retained by screw 23 detents into conicalcavity 57 in the neutral position shown. When slide 2d is in its forwardgear engaging positions, ball El detents into cavity 59 in slide 29.Conversely, when slide 253 is in its reverse gear-engagirrg position,ball 21 detents into cavity 58 in slide 20.

Similarly, throttle slide 25 is provided with a single idling positiondetent as shown in FIGS. 3 and 7. The elements of this detent are theball es, spring 27, retaining screw 28, and detent cavity 56 in slide26.

The positioning of gear shift slide 28 is accomplished by pin 56 onunitary control rotor =16 as it engages the slot formed by parallel forkteeth 66 integral with slide In the neutral position as shown in FIG. 8,pin 46 fully engages fork 66. As lever l is moved forwardly to theposition shown in FIG. 10, slide Zll moves forwardly under the positiveenga ement between pin 4-6 and fork 65 until the detent ball 21 dropsinto cavity 59 and resiliently locks slide 20 into the forward position.Further forward motion of lever 1 into the position of FIG. 11, causespin 46 to disengage fork s thus producing a detented lost motioncondition in slide 29.

The converse sequence of engagement, detenting, and lost motiondisengagement takes place between pin 46 and fork 65 as the lever l ismoved in the reverse direction from the neutral position of FIG. 8through that of l8. 12 to the full speed reverse positioning shown inFIG. 13. In this case, detent ball 21 uses cavity 58 to lock slide 29during the transition between the positions of FIGS. 12 and 13.

The throttle slide 26 is free for manual positioning by handle 9 andstud 4, only when unitary control lover I is in the neutral position. Atall other times throttle slide 26 is under positive control of the rotor16 thereby effectively disabling manual throttle handle '9 when lever 1is out of neutral.

This overriding control of slide 26 by rotor 16 is accomplished by twoindependent mechanisms. The first is a cam and linkage mechanism whichacts positively to restore slide 26 to its idle throttle positionregardless of any previous manaually set positions during the transitionof lever 1 from neutral to the position at which meshing of thetransmission gears has just fully been accomplished for either forwardor reverse motion of lever l.

The second automatic control system over throttle slide by rotor 16 isaccomplished in the forward direction of lever ll by a direct engagementbetween a pin 64 on the rotor and a fork slot 63 on the slide; whereasin the reverse direction of lever 1 the control of slide 26 by rotor 16is accomplished by the action of rotor pins 44, -45, and 46 on anintermediate reverse action bell orank lever 32 which is coupled toslide 26 by a pin and slot connection.

The foregoing second control system takes over from the first cam andlink system during the lost motion phases of the gear shift slide 29, sothat approximately the last half of either direction of rotation oflever l away from neutral will be accompanied by a progressive openingof the engines throttle under positive control by lever l.

The foregoing cam and link mechanism includes cam lobes 4'7 and tsintegral with the outer periphery of rotor flange lit, cooperating withthe cam following lobe 49 of 4 cam follower lever 53. Lever iii) isjournalled at the top on pin 33 which is secured to the casings 3 and10. At the bottom, lever 59 is linked to an ear 58 of slide 26 by meansof link 52 and link pins 51 and 53.

'In this manner it may be seen that in the neutral position of FIGS. 8and 9, the manual auxiliary throttle stud 4 may freely move slide 26because the cam following lobe 49 may enter the cam depression formedbetween the cam lobes 47 and 48 as link 52 angulates lever 50' aboutaxis 33 during the manual exercise of slide 26.

Zowever, when unitary control lever 1 is moved clockwise away from theneutral position of PEG. 8 or 9 towards the forward gear engagedposition of FIG. 10, the cam lobe 47 on rotor 15 will force cam followerlobe 49 to rotate lever 59 counterclockwise about pin 33, therebydrawing slide 25' by link 52 and car 58- to the right into the lowthrottle idling position, regardless of where it had been manually left.

In FIG. 10, it may be seen that with further clockwise rotation of loverI as pin 64- begins to enter slot 63 of slide 26, thereby giving controlor slide 2-5 to the rotor 16, the cam lobe 47 breaks away from contactwith cam follower lobe 49 so as to again free slide 26 for motion, underthe positive control of pin 64.

Conversely, when lever :1 is moved counterclockwise away from theneutral position of FIG. 8 or 9 towards the reverse gear engagedposition of FIG. 12, the-cam": lobe 48 on rotor 16 will force camfollower lobe 49jto. rotate lever 5i counterclockwise about pin 33,thereby drawing slide 26 by link 52 and ear S8 to the rightiinto z thelow throttle idling position, regardless of whereit had been leftmanually.

FIG. 12 shows that further counterclockwise rotation thereby freeingslide 26 from 'itslocked idle throttle con straint for positive controlby'lever 1. As before noted, the forward throttle opening by lever 1takes placeby'thc engagement by pin. 6 4- of rotor 16 with the fork 65in. slide 26 as shown in FIG; l0. Further clockwise rotation of lever 1toward the position of P16. 11 will positively force throttle slide 2 6to the left thereby rotating the throttle shaft 49' counterclockwiseinto the open position.

The reverse engagement of rotor 16 with slide 26 may be seen in theprogressive action shown in FIGS; 12 and 13. During this transition, pin44 first enters the'fork l2 of-bellcrank lever 32 which is journalled incasings 3 and it? by the pivot pin 29. Pork 43 in lever 32 embraces theshank of stud 4 which is threaded into throttle slides 26 at one endand, emerging through slot 'lli in casing 3, is secured at its other endto the auxiliary-manual throttle control knob 9.

Consequently, the linear displacemerifof slide 26 is positively coupledto the angular displacement of crank lever 32. v is Counterclockwiserotation of lever ll from the position of FIG. 12 to that of FIG.13.-thus.rotates,lever 32 clockwise, first by the action of pin 44infork 42, and subse quently, by the action of pin 45 entering fork 41- ofcrane 32. The consequent clockwise drive of lever 32 results in aprogressive throttle opening by the leftward displacement of slides 26under the force between stud 4 and slot 43, as required.

It will therefore be seen that with the unitary control knob 2 in theneutral position, the engine throttle may be opened by the manualpositioning of knob 9 so that the engine may be started and warmed up.

Thereafter, full forward and reverse automatic control of the gearshifting and throttle modulation may be had by the respective advancingand retracting of lever 1 by knob 2 relative to its neutral position,with assurance that the throttle will automatically be forced to anidling state 5 by lever 53 during the gear shifting action in eitherdirection.

While various changes may be made in the detailed construction, it shallbe understood that such changes shall be within the spirit and scope ofthe present invention as defined by the appended claims.

What is claimed is:

1. Remote control mechanis i for the motor of an outboard marine craftwith the motor provided with a gear shift and a throttle for controllingthe fuel supply to the motor and speed of the boat, comprising a casing,a rotor in said casing, a main control lever rotatably mounted on thecasing and operatively connected to said rotor, a three-position gearshifting control member, means of connection between said rotor and saidcontrol member, said means including a pin carried by said rotor, a forkmenrber carried by said control member adapted to coact with said pin,said control member having three positions of adjustment, a throttlecontrol member, an auxiliary control lever slidably mounted in thecasing and operatively connected to said throttle control member foroperating the same, means of connection between said rotor mid saidthrottle control member, said means including another pin radiating fromthe rotor, a fork member carried by said throttle control member adaptedto coact with said other pin for transmitting motion to said throttlecontrol member, a bell crank lever pivotally mounted in the casing, afork carried on the end of one of the arms of said bell crank lever,other spaced pins on said rotor adapted to coact with the fork on thebell crank lever, and a pin and slot connection between the other arm ofthe bell crank lever and the throttle control member.

2. A remote control mechanism tor the motor of an outboard marine craftas described in claim 1, and spaced cam lobes carried by the rotor, apivoted lever pivotally positioned in the casing in the path of movementof the cam lobes, and a pivoted link between the throttle control memberand the pivoted lever, said pivoted lever having a follower lobe on oneedge thereof in the path of movement of said first-named cam lobes formoving the throttle control member into low idling position by movementof the control lever in either a clockwise direction or acounterclockwise direction from neutral to either forward or reverse.

3. Remote control mechanism for the motor of an outboard marine craftwith the motor provided with a throttle, a casing, a rotor in saidcasing, a control lever rotatably mounted in the casing and operativelyconnected to said rotor for turning the same, a throttle control member,means of connection between said rotor and said throttle control member,said means including a pin radiating from the rotor, a fork membercarried by said throttle control member adapted to coact with said pinfor transmitting motion to said throttle control 1nemher, a bell cranklever pivotally mounted in the casing, a fork carried on the end of oneof the arms of the bell crank lever, other spaced pins on said rotoradapted to coact with the fork on the bell crank lever, and a pin andslot connection between the other arm of the bell crank lever and thethrottle control member, space-d cam lobes carried by the rotor, apivoted lever pivotally positioned in the casing in the path of movementof the cam lobes, and a pivoted link between the throttle control memberand the pivoted lever, said pivoted lever having a follower lobe on oneedge thereof in the path of movement of said first-named cam lobes formoving the throttle control member into low idling position by movementof the control lever in either a clockwise direction or acounterclockwise direction from neutral to either forward or reverse.

References Qited in the file of this patent UNITED STATES PATENTS2,588,649 Morse Mar. ll, 1952 2,867,132 Schroeder Jan. 6, 1959

1. REMOTE CONTROL MECHANISM FOR THE MOTOR OF AN OUTBOARD MARINE CRAFTWITH THE MOTOR PROVIDED WITH A GEAR SHIFT AND A THROTTLE FOR CONTROLLINGTHE FUEL SUPPLY TO THE MOTOR AND SPEED OF THE BOAT, COMPRISING A CASING,A ROTOR IN SAID CASING, A MAIN CONTROL LEVER ROTATABLY MOUNTED ON THECASING AND OPERATIVELY CONNECTED TO SAID ROTOR, A THREE-POSITION GEARSHIFTING CONTROL MEMBER, MEANS OF CONNECTION BETWEEN SAID ROTOR AND SAIDCONTROL MEMBER, SAID MEANS INCLUDING A PIN CARRIED BY SAID ROTOR, A FORKMEMBER CARRIED BY SAID CONTROL MEMBER ADAPTED TO COACT WITH SAID PIN,SAID CONTROL MEMBER HAVING THREE POSITIONS OF ADJUSTMENT, A THROTTLECONTROL MEMBER, AN AUXILIARY CONTROL LEVER SLIDABLY MOUNTED IN THECASING AND OPERATIVELY CONNECTED TO SAID THROTTLE CONTROL MEMBER FOROPERATING THE SAME, MEANS OF CONNECTION BETWEEN SAID ROTOR AND SAIDTHROTTLE CONTROL MEMBER, SAID MEANS INCLUDING ANOTHER PIN RADIATING FROMTHE ROTOR, A FORK MEMBER CARRIED BY SAID THROTTLE CONTROL MEMBER ADAPTEDTO COACT WITH SAID OTHER PIN FOR TRANSMITTING MOTION TO SAID THROTTLECONTROL MEMBER, A BELL CRANK LEVER PIVOTALLY MOUNTED IN THE CASING, AFORK CARRIED ON THE END OF ONE OF THE ARMS OF SAID BELL CRANK LEVER,OTHER SPACED PINS ON SAID ROTOR ADAPTED TO COACT WITH THE FORK ON THEBELL CRANK LEVER, AND A PIN AND SLOT CONNECTION BETWEEN THE OTHER ARM OFTHE BELL CRANK LEVER AND THE THROTTLE CONTROL MEMBER.